Stop device for elevators.



No. 826,559. PATBNTED JULY 24, 1906. P. O. FURLQW.

STOP DEVICE LEGR ELEVATORS.

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No. 826,559. PATENTED JULY 24, 1906.

P. o. FURLOW.

3T6? DEVICE FOR ELEVATORS.

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UEITED STATES PATENT ()FFIQE.

;-fi4OYD O. FURLOW, OF MONTCLAlR, NEW JERSEY, ASSIGNOR TO OTIS ELEVATOR COMPANY, OF JERSEY CITY, NEW JERSEY, A GORPDRA- TION OF NEW JERSEY.

Specification of Letters Patent.

Petented July 24, 1906.

Applinatiou fllsi stasis, was. am no. 260,955.

To all whom it may oonosrn:

-Be it known that I, FLOYD (l FoRLow, a citizen of the United States, residin' at Montelair, in the county of Essex and tate of New Jersey, have invented a certain new and useful Improvement in Step Devices for Elevators, of which the following is a specification. K

My invention relates to means for automatioall-y' stopping an elevator-ear at predetermined points in its travel.

The especial ob'eot of my invention is the provision of simp e and positive means for automatically and V gradually stop ing an elevator-oar at the limits of its trave A further object of my invention is to pro-- vide means for stalling the car at a redetermined point u on derangement of t e means for 0 stating-t e stop mechanism.

Gt er objects will appear hereinafter.

To these ends my invention consists of the construction and arrangement of parts, as hereinafter disclosed, the novel combination of elements bein pointed out in the claims.

Referrin to the drawings, Figure 1 represuits in e ovation my invention combined" with a plunger-elevator system, the oar hemg shown at its lower limit of travel. 7 shows the same parts, but with the c'aihtfifl middle of its travel. Fig. 3 is a View to Fig. I,- bet represents the relation ofip aits when, the ear is at its up or limit of travel; and Fig. 4 is a detache detail elevational view of one form of operatingwalve mechanhim which may be used, the valvameohanism being shown in detail. l

1 desi notes a basement-floor, which an into the ground is sunk the plungar casing or cylinder 2 3 designates the plunger, to the upper end of which is secured the ear 4. Through the ear passes the standin mgi5, whieh is suitably supported by t e ed direction or guide pu eye 6, 7, 8, and 9. This rope is seoured at to the operating-lever'fi of the" oontrollinlg valve mechanism 12, (shown in detail in ig. 4,) so that the operator in the ear may move this lever 11 to one side or the other to stormed stop the car.

The valve mechanism 12 comprises a throttling-valve 13, a pilotsvalve 14, and a throngh reversing-valve 15 is shown connected by pipes 75 and 7 6- to the automatic sto mechanism or sto motion valve 1.7, and t e latter is conneote by the pipe to the plungeroylinder 2 at 21.

The automatic sto -motion valve is so constructed that fiui promote may be exeftedithr'ough the same to the oylinder 2 after the elevator-earhas been stop ed at its lows: limit of travel to again start t e car, or when the car is at its uppeflimit of travel the fluid in the ylihdeT'B may be exhausted through said siop inotion valve and main valve to allow the car to descend.

7 To the upper end of the valve-stem 18 of the stop-motion valve 1 7 is rigidly connected the raok-har 19, which is arranged to mesh with the pinion 23. This pinion 23 is soourely fastened to the drum, and both are mounted to rotate on the fixed bearing 24. The'funotion of this drum is to actuate the stop-motion Valve 17 through the pinion 23, resh 19 and valve-stem 18, and this is acoomplished by Winding the automaticallyopefated rope or cable 25 one or more times a on; said drum and providing means for svisgssid rope to rotate the drum at the time.

*vvsrdly to the sheave 28, mounted on hearings in ast'andard fixed at the bottom of the elevoter-well. The ropethen leads u wardly, making contact wit the guide or efleotion 1piptlley '28 j ournaled on a support shown ed at the upper left-hand portion of the ear 4. The rope continues upwardly to guidepulley 29, journaled on the standard 37, fixed to the beam strusiure at the top of the elevator-well:

n w 'l h e rope 25 leads from the drum 22 down a 31 dos 'a'tes a sheave journaled on the upper oztion of the standard 37 and over whio thei-ope 25 passes to the weight 35. In the path of sieve ofthe weight 35 is on ad- "'ustsble stop 83, fixed to the standard 87, to 'mis the a ward movement of said weight. Series of hol esslil and 41 are shown above and 'hoiovv thestopa4, so that the stop ma beseeased'a't'ifiersnt elevations. Any ot er adjusting means may be used, however.

From the drum 22 the rope 25 leads up wardly over the guide=pulley 39 joumelsd on ley 27, journaled on a support fixed to the lower right-hand portion of the car, "and continues from the pulley 27 to the to of the elevator-well, where it passes aroun the sheave 32, mounted on the upper portion of the standard 38, fixed to the beam structure 30, and has its end connected to the weight 36. In the same manner that a stop 33 is provided for the weight 35 a stop 34, fixed to the standard 38, is also provided in the path of travel of the weight 36 to limit its upward move ment. It is therefore seen that the rope is a single rope, having its ends connected to the weights and 36, respectively. Nor- .mally, as shown in Fig.2, these weights serve to keep the rope taut throughout its entire length, and thus constitute take-up mechanism for the rope.

The operation of the invention will now be described. Assumin the car in its central position, as shown in ig. 2, let the hand rope 5 be actuated to operate the reversing-valve to cause the car to descend. The weights 35 and.36 will be in their lowermost positions; but as the car lowers the pulley 27 on the car adually deflects the ro e 25 a ainst the puley 39 as a fixed point, t e Wei t 35 counterbalancing the weight 36. he weight 36 rises until it strikes against the stop 34. In the meantime the weight 35 has lowered somewhat because of the increased angle in the rope deflection at the pulley 28. After the weight 36 has come against the stop 34 a pull will be exerted against the same along the rope 25 to the drum 22, revolving the same, and thereby actuating the stop-motion valve to gradually close the exhaust-port, and therefore stop the car. The supplyort being left open in the stop-motion valve, the main valve may be operated to cause the car to ascend. As it does so the sto -motion valve is automatically brought bac to central position by means of the weight 72, as indicated by the central position of the rackbar 19 in Fig. 2. As the car ap roaches the upper limit of its travel the left-hand portion of the rope 25 is deflected, thus brin ing the Weight 35 up against the stop 33, as s own in Fi 3, after which the drum 22 is revolved in a direction reverse to that in which it was previously revolved, and the stop-motion valve is moved upwardly to the osition indicated in Fig. 3 by the position 0 the rack-bar 19. This closes the supply-port, but leaves open the exhaust-port, so the car can descend again when desired. As the car is lowered the stop-motion valve is brought back to central position by means of the weight 7 2, so that the car may be caused to be elevated and lowered at intermediate points without having to travel to one of the ends of its run. In Figs. 1 2, and 3 I have shown this Weight rigidly connected to the drum 22 by means of the arm 69. In 4 I have shown a belln1" 7] and the Weight.

72 secured to the arm 7 4. The other arm 69 has a slot 70, in which moves a pin projecting from lever 42 at 43.

I preferably wind the rope 25 several times around the drum 22 and securely fasten the central part of such wound portion to the drum, so that if the rope should break the car would be stalled at one of its limits of travel. For instance, if the rope should break between the drum 22 and the weight 36 and the car were in the position shown in Fig. 1, the car would be stalled, for as soon as the weight 36 is cut off the weight 35 acts to revolve the drum 22 in an anticlockwise direction to cause the stop-motion-valve supply port to be closed. If the left-hand portion of the rope 25 breaks, the weight 36 acts to revolve the drum 22 in a clockwise direc tion, and thereby operates the stop-motion valve to close the exhaust-port, and the car could not be lowered. It is therefore seen that the stop-motion valve is under continual test, and a breaking of the rope or a severance of a weight from its connection with the rope will stall the car, thus notifying the operator of such fact. Furthermore, it is imerative that the rope and connections must e repaired or replaced before the car can be operated again, thus insuring that the car will not be run Without the safety limit-stop device.

In place of using a drum 22 a lever 42, secured to the rope 25 at 43, as shown in Fig. 4, may be used. This lever is ivoted at 44 to the cylinder 3 or other suita le support and has a pivotal connection at 67 with the valve-stem 18. Rigidly connected with the stem 18 are the valves 45 and 46, controllin communication between the cylinder 3 and the supply-port 47 and exhaustort 48, respectively. The stuffing-boxes f dr the stem 18 are su ported by the ca s or plates 77 and 78, aving holes 73 t erein. Spiders may be substituted for plates, however.

12 designates the main-valve mechanism, comprising a main valve or reversing-valve and a pilot-valve 14 and throttling-valve 13 for controlling the same. By means of the usual operating-lever 63 in the car the rope 60, running around the sheaves 61 and 62, may be moved to actuate the lever 59, and thereby operate the pilot-valve 14. This lever 59 is secured to the re e 60 at 63 and is pivoted at 64 to the brac et 58. 57 des- 1 nates the links and levers for connecting t e pilot-valve mechanism with main-valve stem 68. Rigidly connected with the mainvalve stem are the motor-piston 49, balancing-pistons 51 and 53, and valves 50 and 52.

65 and 66 are the main supply and exhaust ports and are arranged to communicate with the stop-motion-valve su ply-port 47 and exhaust-port 48 through t e pipes 75 and 76, res actively.

e pilot-valve mechanism is similar to IIO see,

that shown in the patent to Cole, No. 7 00,740, May 27, 1902, for hydraulic valve mechanism.

I have shown in Fig. 4 the details of a main valve merely to show means for controlling the normal operation of the car between the upper and lower limits and how the carom be started after having been sto ped by the automatic stop-motion valve. 11 Fig, 4 the car is shown in its lowermost position and the operating-lever 63 and the main valve in t eir central ositions. The exhaust-port of the stop-motion valve is shown closed but the supply-port is open, so that upon moving the lever 63 in the proper direction the mains valve will he moved downwardly to open communication between the supply-port 65 and the cylinder 3 through the stop-motionvalve casmg and the pipe 20. 7

Although my invention is shown applied to a hydraulic-elevator system, I desire it to be understood that it may be used in connection with other systems and with moving bodies other than elevator-cars. For in stance, the automatic stop-motion valve shown and described could he re laced by an automatic electric controlling evice if an electric-elevator system were employed, or a steam-valve could be operated by the stopmotion rope. It is obvious that many changes in the details of the construction shown and described could be made by persons skilled in the art without departing from the principle of the invention set forth and claimed herein.

What I claim, and desire tors Patent, is

l. The combination with an elevator-car and stop mechanism therefor, of a rope connected to said stop mechanism, means for causing a deflection of said rope to actuate said stop mechanism, and separate means connected to the ends of said rope for taking up the same.

2. The combination with an elevator-car and stop mechanism therefor, of a rope connected to actuate said step mechanism, means unattached to the rope for causing a gradual deflection of the same to effect a gradual stopping of the car, and separate means connected to the ends of said rope for keeping the same taut.

he combination with an elevator-car and a stop mechanism therefor, of a rope connected to said stop mechanism, means carried by the car for causing a gradual deflection of said rope as the car approaches the end of its run, and separate means independent of the car and connected to the ends of said rope for placing said rope in constant tensio 4. The combination with a hydraulic-elevator car and a stop mechanism therefor, of a rope connected to said stop mechanism, separate take-up devices connected to the to secure by Letthe rope for causing a deflection of same to actuate the stop mechanism.

5, *ihe combination with a car, of stop mechanism therefor, flexible means for actuating said stop mechanism, separate take-u "means connected to the ends of said fiexih e means, and means for causing a deflection of said flexible means to effect the operation of said step mechanism.

6. The combination with an elevator-car, of a motor for the same, a stop-controlling devicefer said motor, a rope connected to actuate said stop-controlling device, independent means connected to the ends of said rope for exerting apull on said roe, and means for varying said pull to effect t e oper ation of said stop-controlling device.

7. The combination with an elevator-car,

anism, a rope connected to said stop mech amsm, separate devices connected to the ends mined pull throughout the length fofsaid ferent portions of said rope to automatically effect a positive actuation of said stop mech amsm. V

8. The combination with an elevator-car, of means for moving and controlling same, a stop mechanism, means for actuating said stop mechanism, a rope connected to said actuating means, means separately connected to the ends of said rope for exerting Suhstantialiy equal tensions in said ro e, and means for varying the tension in t e rope leading to and from the connection to said actuating means to effect the operation of said stop mechanism.

9. The combination with an elevator-car, of a motor for moving the car, a controlling mechanism for the motor, an automatic stop device, a rope connected to the said automatic sto device, separate means connected to the on s of said rope for placing the portions of the rope leading to and from its connection with said stop device in substantially equal tension, and means for deflecting said rope to vary said tension to efiect the actuation of said stop device to stop the car at the ends of its run.

10. The combination with an elevator-car, of means for moving the same, controlling mechanism for said moving means, a stop device, a rope connected thereto, a se arate Weight connected to each end of sai rope, means for deflecting said rope, and means for limiting the movements of said weights to effect the actuation of said stop device 11 on the deflection of said rope at or near t e ends of the cars travel.

11. The combination with an elevator-car, of means for moving and controlling same, stop mechanism, a rope connected to actuate said stop mechanism, an inde endent weight ends of said rope, and means unattachedim monnectedtaeach end oi sai rope for of a motor therefor, an automatic stop mechof said rope for normally exerting a predeter- 1 rope, and means for-varying said pull in difteams? ing the same taut, stops for limiting the upward movement of said weights, and means for deflecting said rope and increasing the tension of a portion thereof against one of said stops to effect the actuation of said stop mechanism.

12. The combination with an elevator-car, of means for moving and controlling same, a stop mechanism, a rope connected to said stop mechanism, separate weights connected to the ends of said rope, limit-stops for said weights, and means for deflecting the rope to cause the actuation of said stop mechanism to stop the car at predetermined points in its travel.

13. The combination with an elevator-car, of means for moving and controlling same, a stop mechanism, means for actuating said stop mechanism, a rope connected to said actuating means, a weight suspended at each end of said rope, limit-stops for the weights, and means carried by the car for deflecting said rope to cause a gradual and automatic stopping of the car at or near its limits of travel.

14. The combination with an elevator-car, of a hydraulic motor for the same, means for controlling said motor from the car, an automatic stop device, a rope connected thereto, weights connected to the ends of said rope, limit-sto s for said Weights, and means carried by t e car for deflecting said rope to automatically move one of said Weights against its stop and thereafter gradually actuate said stop device to stop the car at a predetermined point.

In witness whereof I have signed my name to this specification in the presence of two subscribing Witnesses.

FLOYD C. FURLOVV.

Witnesses:

W. H. BRADY, J. H. VAN ALSTYNE. 

